Lister



c. P. HoLLlsER.

LUBRICATION 0F INTERNAL COMBUSTION ENGINES.

APPLICATION FILED FEB. 28, ISIBI (llamen/ce R Jollster,

C. P. HOLLISTER.

LUBRICATION 0F INTERNAL COMBUSTION ENGlNES.

APPLICATION man FEB. 2s. 191B.

1,414,644, Patented May 2,1922.

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Clarence ,RJallzlf/zer,

c. P. HOLLISTER.

LUBRICATION 0F INTERNAL COMBUSUON ENGlNES.

APPLICATION FILED FEB. 2s, '1918.

Patented May 2, 1922.

5 SHEETS-SHEET 3.

C. P. HOLLISTER.

LUBRICATION 0F INTERNAL COMBUSTION ENGINES 1,414,644' APPLICATION lFILEDFEB. 28. 1918- Paltnted 2 5 SHEETSP-SHEET?.

b inventor.

Clar/ence P. Jzallzsfer,

C. P. HOLLISTER.

LumcAloN or INTERNAL comsuslou ENGmEs.

1,414,644. APPLICATIOIN FILED FEB. 28, 1918. May 2,

5 sums-smeer si UNiTso STATES CLARENCE P. IEIIOLCIZIS'LER,v OFNEW'YORK,N. Y.

LUBnTcATroNi or INTERNAL-connus'rion ENGINES.-

Lubrication of VInternal-Combustion Engines, of which the following is aspecification.

This .invention relates to a lubricating system for internal combustionengines and is particularly applicable to engines having rotary sleevevalves. i j

It .isquiteimportant that the contact surface between the rotary valveand the cylinder should be constantly lubricated, especiallyfas' these.partsare subjected to the intense heat from the exploding gases. It hasbeen proposed yto introduce lubricating oil withr the explosive changeby mixingoil with the fuel supply. This has not been successful,however, for kvarious reasons, among others because' the lubricatingVoil will not be properly atoinized by the carburetingeapparatusand'even when sprayed into the manifold, itfkwill not combine with thecarbureted fuel charge to form a combustibleA mixture and is therefore,ydetrimental. f f' j f One purpose of myy invention is kto introduce alubricant into the lair supply of the carbureter in sucha finely dividedstate and at such a temperature that it forms a homogeneous mixture, andremains in a vaporous state, so that kit is entirelyconsumed with thefuel charge. I have found that 'the lubricant should be introduced inanexceedingly fine state, like an 'oily mist, and that it can 4onlyforma homogeneous mixture when` it is introduced into the carburetingapparatus. [Moreover it must be at a suiiieiently high temperature toprevent condensation and separation in order to maintainl thehomogeneity ofthe fuel mixture. However' thetemp'erature must not betoohigh as this reduces the 'efficiency due to the expansion .ofthe gaseousmixture resulting from the explosion. v j

The oil in thecrank-case is-,constantly maintained in a state of'violentagitation by .y the `mot-ion of the engine cranks, causing the upperportion ofthe case Lto be constantly filled with an exceedingly iineoilyspray or lmist which is -in just the proper state for-my fsystein. oflubrication.;y Accordingly I in- ,troduce this oily mistor'spi'ay intoa* chan- Specicaton of T etters Patent.

Patented May 2,1922.

Application fue@ February as, 191s. serial No. 219,623.

nel or passage which conveys heated air to the carbureter. My inventionwill be understood from the followingdescription in connection with theaccompanying drawings in rwhichl Figure l is a Side elevation, partly insection of `an internal combustionY engine embodying my invention; Fig.2 is' a vertical sectional view on the line 2 2 of Fig. l; F ig. -3 is aside elevation taken upon the opposite sideV from Fig. l; Fig. 4 is acentral vertical section on the line '4-'4 of Fig. 6; Fig, 5 a `partialfront elevation of thc engine casing; andv Fig. 6, is a partial bottomplan view ofthe engine casing. I have illustrated my lubricating systemin connection with a four cylinder four cycle engine having rotaryksleeve valves. As is well understood, the sleeve valves revolve yuponbearing rings 6, supported upon webs or llugs 7 projecting from theengine base casting, and are provided with gears 8, ,meshing withpinions 9 on the timing shaft '110,the latter being driven from thecrank shaft 1.2, through gea-rs 14, 15, 16.

f, It will not be necessary to describe in detail the .usual parts ofengines as these elefments will be recognized byengineers. The

water circulating pump 20, is connected by 4pipe 121, connected at 2l?vwith the water kspace 23, of the water jacket 24 surrounding thecylinders 25. the pump 'Shaft 27, being .geared at 28 Vwith 'a pinion 29on the timing shaft 10. The pipe connecting the water jacket withthe'radiator isindicated at 31. I have indicated at 34 the usual motorstarter and generator provided with the well 'known Bendix drive gearconnection 35. the dist-ributer beingindicated at 36;

The lubricating oil in the 'sump or oil pan 40, passes'through asieve orstrainer 4l,

into the chamber ofthe oil well 42, from which itis' pumped through thepassage 43 to the oil-pump `45, and thence forced into the main oilvdistributing channel 50, extending longitudinally through the enginecylinder casting, the connection withthe supply line from the oil ypumpbeing made `through the branch a opening through the bottom of thecasting. v The drive shaft 46 of the oil pump is provided with a pinion47l which meshes with pinion 9, on thetiming shaft. Thev oilsupplychannel 50, is connected centrally by a lateral branch 5()b openingthrough the cast-ing at 50c, with the iio bore ofthe hollow standard 60,whichv sup- 1 carburetor 85.

ports the central bearing 61, of the crank shaft. At the ends of thecasing the oil channel 50 terminates in openings 5()d which connect withthe hollow standards 62 and 6?), supporting the end bearings 65, 67, of

the crank shaft. In this manner the main bearings of the crank shaft areconstantly supplied with oil under pressure. The oil may be distributedfrom these bearings to the Wrist-pin bearings 68 by providing suitablechannels through the cranks and also to the interior of each cylinderand to the pitman bearings 69 through channels in the connecting rods70, this oiling` system being Well known and requiring no explanation.The oil level in the pan or oil Well is shown by the indicator 7l.

By reason of the rotation of the cranks of the engine shaft and therapid reciprocation of the connecting rods, the air mixed with finelydivided particles of oil is in a state ofnconstant agitation so that thechamber of the crank case is continually filled with an oil mist.I'have'discovered that this oil-laden air in the crank case will form ahomogeneous mixture With the carburetted charge introduced into theengine manifold if it is introduced under proper conditions into thecarburetting chamber and that the oily particles are in such a state ofsubdivision that they are entirely7 consumed ,With the charge in thecombustion chamber With out any deposition. I am therefore, enabled toutilize this oily component of the charge as it impinges upon the outerperiphery of the rotary valve during the opening and closingthereof, todeposit a minute film of oil thereon in a most effective manner. Aspreviously stated, the oily component of the charge which passes throughthe inlet port is' consumed with the charge.

I have found that it is desirable to heat the air andintroduce the oilymist from the crank case therein before it is led intok the carbureter.For this purpose I provide air channels 80, in the casting surroundingthe cylinders and adjacent the lower side of the Water jacket so thatthe air Will be maintained at about the temperature of the Water andnot' become too hot as would be the case ify the air channel wereisolated from the Wat-er jacket and in Contact With cylinder Walls. Forthe same reason I locate the air channel at the end of the cylinderdistant from the explosion chamber 81. Screened air inlets 82, enter thechannel 8O at several points, preferably at points opposite the junctureof the cylinders. The channels 80 and 80 are connected at the center ofthe engine by a cross channel 80a. After becoming heated in passingaround the cylinders, the air is conducted through an outlet 83 from thechannel 80 into the inlet pipe 8a of thel The inlet is also providedwith an adjustable valve 86- Which may be opened more or less to admitadditional air directly into the carbureter. In this manner I am able tocontrol the temperature of the resulting mixture.

The oil-laden air or oily mist in the crank case is drayvn from theforward end around the gears 15, 1", and passes rearwardly through thetiming shaft passage 87 between the bottom wall of the cylinder eastingand the top Wall of the engine base, as indicated by the arrows in Fig.1 and is thence carried upward through the openings 88, 89 into theheated air passage 80 and the cross-passage 80'. The heated air preventsthe entering oily mist from condensing and by the time .the air passesthrough the outlet into carbureter inlet 84C, the oily particles havebecome thoroughly disseminated throughout the column of air. As aconsequence the carburetted charge which passes from the earburettingchamber into the intake manifold 90, is thoroughly homogeneous and isimpregnated With the finely divided oily particles. As this gaseouscharge impinges upon the outer surfaces of the revolving sleeve valvesthe contacting minute particles of oil are deposited thereon and form athin film which effectually lubricates the upper portionsk ofthe valves,While on account of the thorough incorporation With the charge, all ofthe oily particles entering the combustion chamber-I 81 are entirelyconsumed.

The air which is Withdrawn fromthe crank casing is replaced by airentering the breather constituted by the screenedopening in the cap 91of the oil inlet filling'tube. The temperature of the air in thecarbureter inlet, may be regulated or controlled by adjusting the valve86.

The vaporization of the gasolene or fuel is facilitated if it issupplied to the'float chamber 94C in a' heated condition, but it must,not be heated to a high temperature. I have found that a proper degreeof heat is imparted by conducting the gasolene'supply pipe 95 through aportion of the- Water jacket as I have indicated in Fig. 6.

My lubricating system and method of incorporating an oily medium in theexplosive charge will be understood from the fore* going description. Ihave overcomethedefects of prior attempts to introduce a lubricant withthe charge by first obtaining a supply of heated oily spray or mist andthen thoroughly incorporating it in a heated column of air which isafterward carburetted to form a homogeneous explosive charge.

As a result lof this complete admiXture of valves which are subjected tothe blasts of the inlet gases ensures a constant and unfailing supply oflubricating particles7 the importance of which Will be appreciated byengineers and those familiar with the operation of internal combustionengines.

I have described in detail the particular construction illustrated inthe aceompanying drawings for the purpose of clearly disclosing anembodiment of my invention, but it will be evident to experts in thisart that various changes and modifications can be made Within the scopeof my claims and Without departing `from my invention.

I claim rl. rThe method of lubricating those por* tions of rotary sleevevalves of internal combustion engines exposed to the impact of the inletgases Which comprises preheating the air supplied to the carbureter, andimpregnating said preheated air With an oil spray or oily mist,conducting the mixture through a channel having a Water-jacketed Wall toprevent over-heating, and introducing the resulting homogeneous mixtureinto the carbureter.

2. A lubricating system for rotary valves of internal combustionengines, comprising an air channel passing adjacent the engine cylindersand adjoining the Water jacket thereof and provided with an air inlet,

ymeans for introducing the oily mist laden air from the crank case intosaid channel, and a conduit connecting said channel with the air inletof the engine carbureter.

3. A lubricating system for rotary valves of internal combustionengines, comprising means for introducing into the air inlet of theengine carbureter preheated air carrying finely divided oil particlesand means for regulating the temperature of said preheated aircomprising a Water-jacketed conduit Wall through Which the preheated airis conducted.

In testimony whereof aiix my signature.

CLARENCE P. HOLLISTER.

